Apparatus for reatomizing fuel



Nov. 22, 1927.

E. O. WEEKS APPARATUS FOR 'REATOMIZING FUEL 2 sheets-sheet 1 vFiled Feb. 2s, 1922 AINVENTOR. Wa@ MA? allllllnlll/ BY M1 ad A TTORNEYS Nov. 2.2, '1927. 1,650,405

E. O. WEEKS APPARATUS FOR REATOMIZING FUEL Filed Feb. 23. 1922 2 sheets-.sheet 2 ATTORNEYS.

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Patented Nev. 22, 1927.

insane UNITE-D STATI-11's Parnu.

Emre 0- WEEKS; QF' MILWAUKEE, WISGOuSiN- Application filed February 23, 1.922. Sera1`No,.i5l38r,74 O. i

rlhis invention relatesvto an apparatusfor reatomizing hydrocarbon fuel, and is Iparticularly directed to such apparatus as applied to internal combustion engines.

It is well known that in the ordinary operation of anapparatus .using a hydrocarbon fuel, such apparatus, for example, being .an internal combustion engine, that condensation of the fuel, in the conducting portion of the system between the carbureting device and the apparatus utilizing such fuel, frequently occurs. 1 This is particularly true with an internal combustion engine as the frequent starting and stop-ping and also the var-ying speed of the engine allows a temporarilyunused charge to .accumulate in the intake manifold, or to temporarily.remain at rest in such manifold. Condensation, therefore, vnati-irally follows. Also, in the normal .operationof the engine, the intake manifold may be .at Suche temperature as to allow a gradual condensation tocontinuously occur.

It is thereforer an object of this invention to provide a method for overcoming the above 'enumerated defects and provide for the reatomizing ofthecondensedfuel. l u

Further objects are yto provide. anl apparatus Vfor collectingandreatomizingtheconj densed fuel; to provide an apparatus which will operateas vtemporary storage reservoir forv the condensedfuel; which` willl p revent circulation of when the engine is still, thereby minimizing unwanted evaporation of the fuel; and which gives arieh mixtureY on starting and therebyV automatically primes the engine when starting. j

Further objects areto` provide a reatomizing appara Uus which may act either continuously to reatomize the continuously conde .sed fuel; or may `act intermittently to reatomize the intermittently condensedfuel; as for example when the engine is stopped and started.

Further objects are to provide an apparatus for internal .combustion engines. which will aidin starting the motor by proif'iding i a. veryrich mixture at starting; which gradually varies this rich mixture until it assumes its normal proportions without any sudden change in which provision is made for varying the temperature ofthe air used in reatomization; and in .which improved economy is attained.

Embodiments of the inventionare shown in the accompanying drawings, in which:

. former case,

F'g. lisa side elevation of a portion of an internal combustion, engine vand intake Amanifold withthe device in positionupon the latter.

Fig. 2 is anenlarged partly in section.y y

rF ig. 3 'shows amodiiied form of construction. Y

Figs. 4, 5` and show details of modified forms. 'i g i t Fig. 7 is anview corresponding to Fig. l showing a further modified form of the in vention. s y' v F ig. 8 is an enlarged detail of .the appa,- .ratusldetlached fronlfthe intakeinanifold.

j Fig. Qisaview 'correspendi-.11gy to Fig. 8 ,and rtaken .at right angles toY .such figure,

view of the device showing thebottom cap removed.

The method contemplated by this invention comprises collecting the `condensed fuel and ,reatomizating this/.condensed fuelv by admitting atmospheric air adjacentsuch .col lectedfuel. Itn contemplates both the continuous lcollecting .of .continuously condensed; fuel, .and both the intermittentstxoring or collecting of relatively larger quantities of fuel following a stopping of the engine with the subsequent reatomization thereof at Vthe' starting of the engine,l thereby over.-V coming the necessity for priming. in thelatter case, and .pigoyiding a` 'more eilicient method of utilizing hydrocarbon fuelinlthe x It. contemplates further the varying ofthe temperature of theincoming air Aused for reatoniization andthe gradual changing inthe richnessy of thei mixture duringthe .period from starting tothe period of normal.. `opera,tionrfthat is Ato say, the

,method .contemplates supplying the motor witha 4very rich mixture at starting and gradually thinning this mixture automatically as theengine warms up, so thatthere is no sharperl 'sudden change in richness offminture fromstarting uto normal running.

The construction in Figs. l and 2 will first-4; `be described,` The internal lcombustion enginel is equipped. with the usual manifold 2 ,andwitha carburetor, 3."l Between the pon tion of the .intake manifold adj'acentthe carbureter .and the portion adjacent Y the engine, aunion, such for example as flanges 4 and 5, areV customarily provided and are adapted .to be bolted together4 to secure the continuity of .the intake. manifold. Thedevice "is 4adapted to'. be Apositioned between theseflanges end .to beboltedin such location. lt comprises a member 6 corresponding in outline roughly to the flanges 4 and 5 and having an opening 7 corresponding to the interior opening or passage of the manifold, and with a pair of openings' 8 in alignment with the usual bolt hole openings in the flanges l and 5. The faces of the member G are adapted to either contact with the faces of the flanges l and 5 to secure a tight joint, or are adapted to be supplemented b y a gasket in the usual manner. This device has a recessed portion or pocket 9 in direct communication with the opening T and is provided with a tube 10 extending through the bottom portion 11 of the pocket 9 and projecting both above and below such bottom portion. This tube has a contracted portion 12 formed therein at a point above the bottom portion 11 of the pocket to form in effect a Venturi tube or constricted opening placing the storage reservoir 11i in communication with the manifold. Avseries of openings 13 are formed in the tube, and place either the throat, or a portion adjacent the throat of the tube in communication with vthe exterior. The lowerY portion of the ren atomizing device is provided with a relatively large receptacle or storage reservoir 11i formed by converging walls 15 and a bottom portion 16. This chamber is placed in communication with the outside air by means of a port 17 which may conveniently be formed at the side of the main member and beyond the outline of the flanges.Y t will be observed therefore that in the embodiment of the invention shown in Figs. 1 and 2, the tube or constricted opening, reservoir and port, comprise for air a passage leading from the exterior to the interior of the manifold.

The operation of the device is as follows: Vfhile the engine is continuously running, it is obvious that under certain conditions of temperature of the intake manifold, and frequently under all conditions of certain types of engines, condensation of the fuel occurs. This condensed fuel frequently runs out of the air inlet of the carbureter and sometimes runs out of an auxiliary drain frequently provided with certain types of carbureters. This apparatus, however, allows the collecting of the condensed fuel within the pocket, or smaller reservoir 9, in the normal operation of the engine, and this collected fuel is then reatomized through the instrumentality of the Venturi tube 10. Air is drawn through the opening or port 17 and through the tube 10, and it is at once apparent from an inspection of Fig. 2 that the pressure in the throat portion of the tube is below that in the pocket 9 and fuel is therefore drawn into this rapidly passing stream of air and atomized. This, it will be seen, provides a continuous reatomization of the condensed fuel and therefore matenormal conditions so as to avoid the necesi sity of priming. This is readily secured by this device, as the condensed fuel fills the pocket 9 and overflows into the reservoir, or pocket 14, by passing into the openings 13 and downwardly through the tube 10 when the engine is stopped. This quantity of fuel is relatively greater than that normally held in the pocket 9, as the entire charge is brought to rest within the intake manifold when the engine stops, and condensation of larger quantities necessarily follows.` Tt will be seen that Vthe device prevents unwanted circulation of air with consequent disadvantageous evaporation when the engine is still, as it forms both a constricted passageway and also, in effect, a trap as the fuel seals the lower end of the tube 10.

However, when the engine is again started,

the fuel is drawn upwardly through the pipe l0 and fills the pocket 9 and, under certain conditions, adjacent portions of the manifold. Tt is, however, rapidly sucked into the tube 10 and intimately mixed with this flowing stream of air and therefore reatomized. Tt is, therefore apparent, that on starting, a relatively rich mixture is automatically supplied the engine without requiring any attention of the operator.

lt may be found desirable under certain conditions, to provide means for attaching the device to an intake manifold which may not conveniently be separated in the manner previously described. This is readily secured by providing a device such as that shown in Figs. 3 and Ll. This device comprises a tubular body 18 provided with a storage cavity 19 and with a smaller storage cavity or pocket 20. Tt is similarly equipped with a Venturi tube 21 provided with a throat and with orifices 22 as previously described. The storage cavity 19 is provided with a duct 223 placing it in communicationwith the ext@`- rior. The upper portion of this device has a reduced threaded neck adapted to be screwed into a tapped hole 25 in the intake manifold 2G. lt is thus seen that all that is necessary to adapt the intake manifold for the reception of this device is to drill and tap a suitable hole therein. This vtype of device operates in a manner substantially similar to that previously described. It, however, may be placed either in the position shown at the lower portion of Fig. 3 or if desired in the posit-ions shown in the upper portion of Fig. 3, that is, it maybe secured to the relatively horizontal portion 2"? of the manifold. This may become desirable Yin the case of a vertical manifold neck. Y

A further form ofthe apparatus is shown in Fig. 5 and it will be seen that the tubular member 28 is not provided with-a Ti/enturi llo temeer,

tube, but is provided Ywith an yair tube 29 communicating with thev outside air and` e1;- tending downwardly through the collected or stored fuel SO. as illustrated in the figure, thereby causing the air to bubble up through the fuel and provide a rich reatomized mir;- ture. Also, it will be noted that in the continous operation oi the device, the pocket 3l may be partially filled with fuel and air may be continuously drawn through the fuel wnile it is withiny this pocket.

further form, shown in 6, comprises ir-,tubular storage member 32 within which the gasoline may accumulate. rlhelpocket or smaller storage cavity 33 is provided with en integrally formed doinwardly extending tube 3l which ends to a point adjacent the bottoni portion of the member An air inlet or port 35 is provided in the upper portion of the tubular member. YWhen the engine is stopped, a relatively large quantity of fuel may collect within the member 32, and upon restarting is drawn upwardly through th tube Se, thereby filling the aocket 33 and, under certain conditions, ad- "acent portions of the manifold. Air is drawn through the tube 841-, after this discl arge of fuel, and passes through and reatomizes the elevated fuel. Buring the continuous operation of the device, the continuvously condensed fuel may collect withinthe pocket 33 and air may be drawn continuously through this collectedfuel. .c n

lfig. 7 shows the preferred formcf the invention, and it is to be noted that the reatoinizing device comprises a cylindrical open bottoni member' having an upper portion 3.7 provided with a central passage`- way'tl and with bolt holes 39, such upper member being adapted for positioning between the flanges l0 and il of the intake manifoldin a manner ysimilar to that described in connection, with Figs. 'l and. The cylindrical member 36 is providedwith an inner cavity and with a flanged bottom portion 43 provided with a circular recessed. A `stamped cap is adapted to be seated, as shown in Fig. 8, within .this circular recess and to be soldered, braced, welded, or otherw' ve secured in position, thereby sealingl the bottoni poi-tion of the device and providing a relatively eonstricted lower pocket 46 or receptacle rlhe cavity e2 is placed in coniniunicstion with tl'ieoutside air by means of a porte. formed in an upstandingoutwardly slanting arm i8 cast integrally with ain portion of the apparatus and prefei ly joining the upper portion 37 and the lower portion 36, as shown in Fig. 8. rlhis arrangement facilitates drilling or otherwise Vforming the port i7 and also facilitates any work that is necessary within the cavityiQ as the bottoml 1s placed in positiononly .as a final operation.

A tube 49 Aextends through the neck portion Vthe bottom of `the well 4G.

indicated at 5l so as to provide adequate.

entrance area rforV the air passing into the lower end .of the tube and yet yto provide a tube with anezitension closely approaching This construction utilizes capillary action as it is well known that the gasoline will wet the surface of the tubeas long as one of itsv edges projects-into the liquid. ln this manner, it is possible to withdraw from the cavity or pocketpractically the last drop of gaso-v line that may have accumulated therein. "ifhe upper portion 52 of the tube Li9 is bent or curvedin the direction of the linconjiing charge. This further enhances the suction produced in the tube Li9 in a well known manner. t a point between the upper and lower portion of the tube and preferably at the upper portion of the neck of the apparatus, the tube is constricted as indicated at 53 so as to provide a Venturi tube or con'- strieted opening placing the manifold and receptacle in communication. An aperture 5t is formed in the wall of the tube immevdiately above the constricted or throat porthe tube at this point in communication with fr the-lower portion of the intake manifold. `The tube 49 is provided with a series spaced apertures ,55, 56, and 57.

In place of forming a'temporary collecting reservoir'or cavity such as indicated at 9 i; Fig. 2', a dam 59 is formed across the -hole 38 in the upper portion 37, the relative size orV height of the dam to the diameter ofthe opening being preferably that as shown in Fig. 8. This dam, it will be seen,` prevents condensed fuel from passing outwardly along the intake manifoldandcauses it to 'become stored upon the forward side of the dam, that is to say, nearest the engine. This collected fuel, in the normal operation of the engine, is sucked through the opening 54- in the tube and is atomized by the upwardly passing air and is again discharged through the curved portion 52 of the tube in a reatomized state.A Y

Vhen the engine is stopped, the condensed fuel which is normally passing into'the tube 49 through the opening 54, as well as the fuel condensed from the unused charge standing ,in 'the intake manifold, flows down the tube t9 and collects within the cavity 42. It is to beV noted that when the engine is again started, air may pass throughy the upper v. opening 55 only, or through the upper porengine. As"theengine warms up, or attains mi ya very gradual change is secured between' the extremely rich mixture furnished at starting and the normally less rich mixture Y used in the usual running condition of the .rearwardly flowing condensed fuel.

engine.

As has been noted with reference to Figs. l and 2, it will also be noted that in the embodiment shown in Figs. 7 to 9 inclusive, the constrict-ed opening formed by tube 49, the reservoir l5 and the port 4:7 formed for air a passage leading from the exterior to the interior of the manifold.

if it is desired, a tube may be wrapped around the exhaust manifold 6l and may lave its end 62 bent downwardly and adapted for temporary connection with the porte7, as for example, by slipping the end of the tube within such port. The tube 60 is loosely wrapped about the manifold and therefore permits relative motion between such tube and the reatomizing device. If it is desired, the tube 60 may communicate with other portions of the motor, or may communicate either directly or indirectly with the radiator and thereby draws heated,v moist air into the reatomizing apparatus.

lt will be found that increased economy is secured by the use'of this apparatus as a more uniform mixture of fuel and air is presented to the engine, that is to say, as the fuel and air are more intimately mixed than heretofore. lt will also be seen that in extremely cold weather, or whenever otherwise demanded, heated air may be used for the reatomization.

'lhe dani 59 also serves to direct the incoming air and fuel upwardly to a slight extent to thereby avoid any interference with the it will be seen therefore, that the rearwardly flowing fuel lying against the bottom inner surface of the intake manifold, may freely flow until stopped by the dam 59. A further effect of this dam is that it aids in the production of suction within the tube i9 in a well known manner.

it will thus be seen that a method and apparatus have been provided for reatomizing condensed fuel and automatically providing a richer mixture at starting thereby avoiding the necessity for priming. t will also be seen that a relatively simple device having no moving parts, or parts likely to be worn, has been provided and that this device may be both cheaply manufactured and easily applied.

I claim:

l. In a fuel re-atomizing device adapted to be associated with the intake manifold of an internal combustion engine, `a device comprising a reservoir having a constricted opening for communicating with the manifold and having also a port for communication wit-h the exterior of said reservoir, and means for directing fuel condensed in the manifold into said reservoir, said opening, reservoir and port comprising a passage leading from the exterior of the manifold to the interior thereof.

2. ln a fuel re-atomizing device, a reser- Y voir having means for attachment thereof to the intake manifold of internal combustion engines and `provided with an constricted opening for connnnnication with the manifold and a port for communication with the exterior of said `reservoir, and means for directing fuel condensed in the manifold into said constricted opening, said eonstricted opening being adapted to pass said fuel into said reservoir, said opening, reservoir and port comprising a pasage leading from the exterior of the manifold to the interiorv thereof. Y

3. ln a fuel re-atomizing device adapted to be associated with the intake manifold of an internal. combustion engine, a device comprising a perforated member adapted to form a continuation. of the manifold and having a dam formed therein, and partially closing said perforated portion, a reservoir placed below such dam, means for directing condensed fuel int-o said reservoir, said means including a tube extending downdirection of vflow of Ythe incoming air through said intake manifold', said tube having a series of apertures arranged in spaced relation and in communication with the interior of said reservoir and having a lowerbeveled end.

et. In a fuel re-atomizing device adapted to be associated with the intake -manifold of an internal combustion engine, a device comprising a member having a cavity, an apertnred portion on said member adapted to constitute a part of the manifold and having a hole affording communication between said aperture and cavity, a receptacle adapted to be attached to the bottom of said member and toclose the cavity, a tube extending through the hole and into the receptacle and communicating wit-h the manifold, and an air intake adapted to direct air from the exterior of said member to the cavity thereof.

5. A re-atomizing device comprising a manifold section having a passage leading into said section from the atmosphere, said vwardly into said reservoir and bent in the passage including a reservoir below said secion, a port for communication' with the exterior of said reservoir and vertically spaced above the bottom of said reservoir, and a fuel inlet and outlet duct leading from the lower portion vof said reservoir to the interior of said section; said duct comprising the only means of fuel access to said reservoir; whereby fuel entering said passage from said manifold will encounter air" admitted through said passage and fuel accumulating in said reservoir will be elevated to said manifold.

6. A fuel re-atomizing device comprising a manifold section having a dam extending across said section, a reservoir depending from said manifold section and provided with an opening affording communication with the atmosphere, a tube extending from a position above said dam and into said reservoir, said tube being adjacent said dam and provided with a fuel inlet hole adjacent the manifold section and below the upper margin of said dam.

7. In a fuel re-atoinizing device adapted to be associated with the intake manifold of an internal combustion engine, a device coniprising a receptacle adapted to be secured to the manifold, a tubular member extending into the receptacle and adapted to extend into the manifold, said tubular member having a constricted area and provided with a hole adapted to be positioned adjacent the periphery of the inner wall of the manifold, and a dam adapted to direct condensed fuel into the hole in said tubular member.

8. A fuel re-atomizing device comprising a manifold section having a dam extending across said section, a reservoir depending from said manifold section and provided with an opening aording communication with'the atmosphere, and a tube extending from al position above said dam and into said reservoir, said tube having a. constricted portion below said 'dani anda fuel inlet hole above said portion and adjacent said section.

9. In are-atomizing attachment for intake manifolds, a manifold section, an atomizing device carried by said section and including a Venturi tube, and a reservoir provided with an air admission port, said reservoir being interposed between said Venturi tube and port andy arranged to receive condensate from said manifold. Y

ELLING O. WEEKS. 

